Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
  • B60C17/01—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional inflatable supports which become load-supporting in emergency
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T152/00—Resilient tires and wheels
  • Y10T152/10—Tires, resilient
  • Y10T152/10495—Pneumatic tire or inner tube
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T152/00—Resilient tires and wheels
  • Y10T152/10—Tires, resilient
  • Y10T152/10495—Pneumatic tire or inner tube
  • Y10T152/10522—Multiple chamber
  • Y10T152/10576—Annular chambers
  • Y10T152/10594—Mutually free walls
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T428/00—Stock material or miscellaneous articles
  • Y10T428/13—Hollow or container type article [e.g., tube, vase, etc.]

Definitions

• the present invention relates to a tire, which is filled with air at an internal pressure set in relation to a predetermined air pressure of the tire, and at least a space between the tire and an inner surface of the tire when the internal pressure of the tire is normal.
• the reinforcing airbag for hollow circular tubular safety tires which expands and deforms with the decrease of the internal pressure of the tire to support the load, the light weight of the reinforcing airbag is particularly strong. And to improve durability.
• a safety tire capable of running for a certain distance even in a run-flat state includes reinforcing members such as a reinforcing tube, a reinforcing rubber, a reinforcing belt, or the like.
• reinforcing members such as a reinforcing tube, a reinforcing rubber, a reinforcing belt, or the like.
• tires that support a tire load on a foam, an elastic body, a core, or the like as shoulders and tires that apply or fill a sealant to block a damaged portion such as a hole formed in the tire and prevent a decrease in internal pressure.
• these conventional safety tires have a complicated manufacturing method, and as a result, there have been many cases where the defective rate has increased or the manufacturing efficiency has decreased.
• such a reinforcing layer is vulcanized When it is configured so as to be integrated with the tube, for example, a puncture force of the tire, a foreign matter such as a small metal piece that has entered the tire is caught between the tires when reinforcing, and pierces, abuts, or rubs on the reinforcing layer.
• cracks may be generated in the reinforcing layer, and in such a case, the cracks are quickly propagated to the tube that is integral with the reinforcing layer. was there.
• WO 02/96678 pamphlet states that a tube constituting an airbag is formed on the outer periphery of a crown portion of the tube separately or is bonded with a small peeling strength. It is described that by mounting the reinforcing layer over the entire circumference, the crack of the reinforcing layer as described above is suppressed from propagating to the tube.
• the airbags described in WO02Z43975 pamphlet and WO02Z96678 brochure both use strong airbags because a composite of nonwoven fabric and rubber is used as the reinforcing layer. If the tire is used for a long period of time, the rubber part of the airbag will creep and grow due to the effect of the centrifugal force associated with the rolling of the tire and the pressure of the air filled in the airbag. May reach the inner surface of the tire, and there is a concern that the reinforcing layer may be damaged by rubbing against the inner surface of the tire. In order to suppress the diameter growth due to such tallip deformation, the reinforcing layer must be composed of a plurality of composites, which is not preferable because it increases the weight of the safety tire!
• an object of the present invention is to optimize the hoop reinforcing layer to reduce the diameter growth effectively even when used for a long period of time during normal running, while achieving run-flat running.
• the present invention relates to a tire that is housed in a tire, filled with air at an internal pressure set in relation to a predetermined air pressure of the tire, and at least when the tire has a normal internal pressure.
• a space is formed between the inner surface of the tire and the inner diameter of the tire.
• the inner diameter of the tire expands and deforms as the internal pressure of the tire decreases, and the load is supported by the tire force.
• the airbag includes an air-impermeable tube, and a hoop reinforcing layer surrounding the entire circumference of the crown portion of the tube, and the hoop reinforcing layer is resistant to air. This is a reinforced airbag for safety tires, which is characterized by low tensile strength.
• the "predetermined air pressure” refers to a safety tire containing reinforced airbags in an area where the tire is manufactured, sold, or used, such as JATMA, TRA, or ETRTO. And air pressure specified in accordance with effective industrial standards and standards and specified according to load capacity.
• the ⁇ internal pressure set in relation to the predetermined air pressure '' means that in the air-filled state in which the predetermined air pressure is applied to the tire, a space is formed between the outer surface of the reinforcing airbag and the inner surface of the tire.
• the internal pressure at which the reinforcing airbag expands and deforms with the decrease of the internal pressure of the tire and can replace the load support with the tire force is more specific. Specifically, it means an internal pressure higher than a predetermined air pressure, and preferably means a range of not more than a predetermined air pressure + 20%.
• the term "low tensile strength material” refers to a creep characteristic that does not cause significant diameter growth of the reinforced airbag over the service life of the tire under normal running conditions of the safety tire containing the reinforced airbag. Shall refer to the materials possessed.
• the low-tension resistant material has a creep deformation rate of 5% or less under the same tension condition as the tension applied to the tube to which the internal pressure of 5% of the predetermined air pressure of the tire is applied.
• tension acting on the tube to which the internal pressure is applied refers to the tension per unit width acting on the tube before the tube is expanded and deformed by the applied internal pressure.
• the “creep deformation rate” is defined as 10 hours when the test piece is left at a test temperature of 80 ° C with a specified tension applied according to the tensile creep test specified in JIS K 7115-1993. It means the extension ratio of the length after 100 hours to the length after the passage.
• the low-tension-resistant material preferably has an elongation of 20% or more under the same tension condition as the tension applied to the tube to which the same internal pressure as the tire is applied.
• one of the yield strength and the breaking strength of the low tension resistant material is larger than the tension acting on the tube to which the internal pressure of 5% of the predetermined air pressure of the tire is applied, and the predetermined air pressure of the tire is reduced. It is preferably smaller than the tension acting on the applied tube.
• yield strength and breaking strength used here refer to the results obtained in accordance with JIS K 7161. Shall mean fruit.
• the low-tension-resistant material is a force that is a resin or a composite material of cord and rubber.
• the low-tension resin include polypropylene, polycarbonate, and polyethylene terephthalate.
• cords constituting the composite material include organic fiber cords used in conventional tire belt layers, such as 6 nylon, 66 nylon, aramid, polyethylene terephthalate, polyethylene naphthalate, and rayon. it can.
• the hoop reinforcing layer is formed of at least two ring-shaped members arranged side by side.
• the ring-shaped member is formed of a ribbon. More preferably, the ribbon-shaped member is wound in the radial direction and has at least one round of an overlapped portion, and the ribbon-shaped members are joined to each other at at least one portion of the overlapped portion.
• the hoop reinforcing layer is preferably formed by winding a ribbon-shaped member in a spiral manner.
• the hoop reinforcing layer may be composed of two or more layers.
• the hoop reinforcing layer is formed by winding at least two ring-shaped members and a ribbon-shaped member in a spiral manner. It is preferred to be composed of members.
• the hoop reinforcing layer is preferably in the range of 50 to 95% of the tube width around the center plane in the width direction.
• the hoop reinforcing layer is formed separately from the tube, or is bonded to the tube with a peel strength of 4 kNZm or less.
• peel strength refers to the test temperature 2 according to the peel test of cloth and vulcanized rubber specified in JIS K 6256.
• the reinforcing airbag further includes a protective layer on the outer periphery of the crown portion of the tube, which is wider than the hoop reinforcing layer, and the protective layer is made of a highly extensible material and is separate from the tube. Is preferably formed.
• “wide” means the width of the hoop reinforcing layer.
• the reinforcing airbag is provided on the outer periphery of the crown portion of the tube more than the hoop reinforcing layer. It further comprises a wide protective layer, which is made of a highly extensible material and
• the protective layer is formed of at least two ring-shaped members arranged side by side, so that the load of tension is made uniform between the ring-shaped members, and normal running is performed.
• the protective layer is preferably formed by winding a ribbon-shaped member in a spiral manner. This protective layer may be disposed only on the crown portion of the tube, but it is preferable to extend to both side portions of the tube, and it is more preferable that the protective layer surrounds the entire tube over its entire circumference.
• the tube is preferably provided with a reinforcing material having a nonwoven fabric, a short fiber, or an organic fiber cord arranged in one direction in a crown portion thereof.
• the movement inhibiting means is a force, which is a clamping projection provided on two circumferential lines respectively passing through the outer peripheral surface positions of the tube in contact with both width edges of the hoop reinforcing layer, and both widths of the hoop reinforcing layer.
• At least two penetrating protrusions which are provided on two circumferential lines respectively passing through the position of the outer peripheral surface of the tube near the end edge and penetrate the hoop reinforcing layer and extend in the radial direction of the tube, or the pinching protrusion and the penetrating protrusion It is preferable to use both of the projections, or both walls of the concave portion in which the hoop reinforcing layer formed in the crown portion of the tube can be stored.
• ⁇ near both ends of the hoop reinforcing layer '' refers to a region of 2% of the width of the hoop reinforcing layer toward the inner side in the width direction of the force reinforcing airbag at both ends of the hoop reinforcing layer.
• the holding projection has a ridge shape extending in a radial direction of the tube, or a hook shape having a distal end portion bent inward in the width direction of the reinforcing airbag.
• FIG. 1 is a cross-sectional view in the width direction showing a state in which a typical safety tire containing a reinforced airbag according to the present invention is mounted on a rim and filled with a predetermined internal pressure.
• FIG. 2 is a cross-sectional view in the width direction showing a state immediately after the safety tire shown in FIG. 1 is punctured.
• FIG. 3a is a graph showing changes over time in elongation rates of various materials.
• FIG. 3B is a graph showing the tension-elongation ratio characteristics of a typical low-tension resistant material constituting the hoop reinforcing layer used in the present invention.
• FIG. 3C is a graph showing the tension-elongation ratio characteristics of another low-tension resistant material constituting the hoop reinforcing layer used in the present invention.
• [3d] A graph showing the tension-elongation ratio characteristics of another low-tension-resistant material constituting the hoop reinforcing layer used in the present invention.
• FIG. 4 is a cross-sectional view in a width direction showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and is filled with a predetermined internal pressure.
• FIG. 5 is a perspective view of a ring-shaped member constituting the hoop reinforcing layer shown in FIG. 4.
• FIG. 6 is a cross-sectional view in the width direction showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and filled with a predetermined internal pressure.
• FIG. 7 is a perspective view of a hoop reinforcing layer constituting the reinforcing airbag shown in FIG.
• FIG. 8 is a cross-sectional view in the width direction showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and filled with a predetermined internal pressure.
• FIG. 9 is a widthwise cross-sectional view showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• Fig. 10 is a cross-sectional view in the width direction showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 11 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and filled with a predetermined internal pressure.
• FIG. 12 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• Fig. 13 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 14 is a cross-sectional view in the width direction showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and is filled with a predetermined internal pressure.
• FIG. 15 is a cross-sectional view in the width direction showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and is filled with a predetermined internal pressure.
• FIG. 16 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 17 is an enlarged sectional view of a through projection.
• FIG. 18 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 19 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 20 is a developed view of a part of a crown portion of various reinforcing airbags according to the present invention.
• FIG. 21 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 22 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 23 is a cross-sectional view in the width direction showing a state where another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 24 is a widthwise cross-sectional view showing a state in which another safety tire accommodating another reinforcing airbag according to the present invention is mounted on a rim and a predetermined internal pressure is charged.
• FIG. 1 is a cross-sectional view of a safety tire containing a typical reinforcing airbag according to the present invention mounted on a rim and filled with a predetermined internal pressure
• FIG. 2 is a cross-sectional view of FIG.
• FIG. 4 is a cross-sectional view in a width direction showing a state immediately after a safety tire is punctured.
• the reinforcing airbag 1 has a hollow annular shape and is housed in the tire 2 to form a safety tire.
• the safety tire is mounted on the rim 3 to form a tire assembly.
• the tire 2 is filled with a predetermined air pressure via an air filling valve 4, and the reinforcing air bag 1 is supplied via an air filling valve 5 with an internal pressure set in relation to the predetermined air pressure of the tire 2.
• the space S is formed in the tire 2 and the space S is formed in the reinforcing air bag 1 as shown in FIG.
• the reinforcing airbag 1 includes an air-impermeable tube 6, and a hoop reinforcing layer 7 that surrounds the entire circumference of the crown portion of the tube.
• the hoop reinforcing layer 7 is made of a low-strength material.
• the internal pressure of the reinforced airbags is slightly higher than the internal pressure of the tires, so that when the internal pressure of the tires decreases due to puncture, etc.
• the diameter can be expanded and deformed.
• the differential pressure between the internal pressure of the reinforcing airbag and the internal pressure of the safety tire is constantly applied like the reinforcing airbag.
• centrifugal force acts on the reinforcing airbag, especially on the crown. Since the tension generated by the sum of the differential pressure and the centrifugal force is usually smaller than the yield strength of the reinforced airbag, it was thought that the reinforced airbag could maintain its shape.
• the reinforced airbag may rub against the inner surface of the tire and break it.
• the present inventors have conducted intensive studies on the cause.
• the conventional reinforcing layer of the air-bag was conventionally constructed using a plurality of composites of rubber and nonwoven fabric.
• the above-mentioned tension continuously acts to cause creep deformation to grow the diameter, and ultimately increase the diameter.
• the reinforcing airbag rubbed against the inner surface of the tire and was damaged.
• the rubber has the property of easily undergoing creep deformation due to an increase in temperature, so that the diameter growth is further increased.
• the thickness of the hoop reinforcing layer is increased to increase the creep strength.
• increasing the hoop reinforcing layer increases the weight of the safety tire.
• the desired creep deformation suppressing effect cannot be obtained. This is considered to be because the increase in the weight of the hoop reinforcing layer increases the centrifugal force applied to the hoop reinforcing layer, thereby offsetting the improvement in rigidity.
• the present inventors have proposed that if a hoop reinforcing layer is made of a low-tension resistant material that does not stretch even when a low tension is applied over a long period of time without using rubber that is easily creep deformed, the end of the service life of the hoop reinforcing layer
• the shape of the reinforcing airbag during normal running can be maintained well, and the tire can be prevented from rubbing against the inner surface of the tire due to the growth of the reinforcing airbag diameter during normal running.
• the idea was that the durability of the umbrella could be improved.
• Fig. 3a shows the change over time of the elongation when the test piece is left under a predetermined tension at a test temperature of 80 ° C in accordance with the tensile creep test specified in JIS K 7115-1993.
• A is a graph when lmm-thick non-extensible polyethylene is used as a material having no low tensile strength.
• B shows the case where a composite made of rubber and a nonwoven fabric was used as in the case of the conventional hoop reinforcing layer, but in order to suppress creep deformation, five composites made of rubber and a nonwoven fabric were used.
• A is a graph when lmm-thick non-extensible polyethylene is used as a material having no low tensile strength.
• B shows the case where a composite made of rubber and a nonwoven fabric was used as in the case of the conventional hoop reinforcing layer, but in order to suppress creep deformation, five composites made of rubber and a nonwoven fabric were used
• C shows a case where lmm-thick expanded polypropylene (OPP) was used as a low-tension-resistant material.
• D is the case where polyethylene terephthalate having a thickness of 0.6 mm was used as the low tensile strength material.
• A which uses a material that does not have low tension resistance, it expands greatly in the initial stage of tension application and grows in diameter.
• B which is a composite of rubber and non-woven fabric, which has a high strength
• the elongation rate in the tensile creep test was kept low.1S
• the thickness of the hoop reinforcing layer reached 8 mm, and the weight increased significantly.
• the low-tension-resistant material constituting the hoop reinforcing layer 7 is made of a creep deformation rate under the same tension condition as the tension applied to the tube 6 to which a predetermined internal pressure of 5% of the tire is applied.
• the following is preferred. According to the study of the inventors, it is a component that the deformation of the hoop reinforcing layer is substantially proportional to the common logarithm of the use time, except for the initial deformation occurring during less than 10 hours from the start of use. Therefore, considering that the service life of a tire is generally about 100,000 hours, the elongation rate from 10 hours to the end of the service life (100,000 hours) should be 20% or less, that is, 100% after 10 hours.
• the elongation rate (creep deformation rate) to 5% or less after time, the shape of the reinforcing airbag after the initial deformation is maintained well, and the tire grows due to the growth of the reinforcing airbag diameter during normal running. This is because rubbing with the inner surface can be effectively prevented.
• the tallip deformation rate after 10 hours to 100 hours is 3% or less, further preferably 2.5% or less, and still more preferably 0.5% or less.
• the hoop reinforcing layer 7 is rapidly deformed or broken during run-flat running when the tire internal pressure is rapidly reduced while suppressing the growth of the reinforcing airbag diameter during normal running. Therefore, smooth expansion deformation of the reinforcing airbag is not impaired.
• the low-tension-resistant material is applied to the tubing to which the predetermined air pressure of the tire is applied, which is the tension that acts on the reinforced airbag along with the internal pressure of the reinforced airbag during run flat running. It is preferable that the reinforcing air bubbles have such physical properties that the reinforcing air bubbles can smoothly reach the inner surface of the tire when a tension is applied.
• the expansion rate of reinforced airbags from a normal running state to a run-flat running state is about 20%.
• the low-tensile material constituting the reinforcing layer 7 has an elongation of 20% under the same tension condition as the tension applied to the tube 6 to which the predetermined internal pressure of the tire is applied. % Is preferable.
• the yield strength of the low-strength material is increased by the tension acting on the reinforcing airbag in accordance with the internal pressure difference between the tire and the reinforcing airbag during normal running.
• the tension acting on the reinforced tube is made greater than the tension acting on the tubing, and the tension acting on the reinforced air bag along with the internal pressure of the reinforced tube during run flat running.
• it is less than the tension acting on the tube to which air pressure is applied.
• the rupture strength of the low-tension-resistant material is increased by the tension acting on the reinforcing airbag due to the internal pressure difference between the tire and the reinforcing airbag during normal running, specifically, as shown in FIG.
• the tension applied to the tube to which the internal pressure of 5% of the specified air pressure is applied is larger than the tension applied to the tube, and the tension applied to the reinforced air bag along with the internal pressure of the reinforced air bag during run flat running, specifically, As shown in FIG. 3d, it is preferable that the tension is smaller than the tension acting on the tube to which a predetermined air pressure of the tire is applied.
• the low-tension-resistant material is preferably resin or a composite material of cord and rubber.
• Resins are advantageous because they are relatively lightweight and the creep strength can be adjusted relatively easily by adjusting their thickness.
• More preferred resin is a resin such as polypropylene, polycarbonate, polyethylene terephthalate, nylon, or the like, which has a property that the range of physical properties that can be controlled by processing conditions, materials, and the like is wide.
• examples of the low tensile strength resin include polypropylene, polycarbonate, and polyethylene terephthalate.
• a composite material it can be configured in the same manner as a belt layer of a conventional tire, and is therefore advantageous in terms of workability.
• cords constituting the composite material include organic fiber cords such as 6 nylon, 66 nylon, aramide, polyethylene terephthalate, polyethylene naphthalate, and rayon.
• the composite material can be constructed by arranging a plurality of cords in parallel and rubber coating them, as in the case of the belt layer of a conventional tire, so that the cords extend along the circumferential direction of the airbag, or Can be arranged so as to be inclined with respect to the circumferential direction of the airbag.
• the hoop reinforcing layer may be composed of a single sheet-like member as shown in Fig. 1, but from the viewpoint of facilitating the control of rigidity, it is composed of a plurality of ring-like members or ribbon-like members. It is preferable to do so.
• the hoop reinforcing layer 7 is preferably composed of at least two juxtaposed ring-shaped members 8 and, in FIG. 4, five juxtaposed ring-shaped members 8.
• the ring-shaped member 8 can be molded on one or a plurality of arc-shaped segments.
• the molding equipment can be reduced in size.
• the ring-shaped member 8 is formed by winding a rib-shaped member 9 in the radial direction and has an overlap portion for at least one round, and a ribbon-shaped member is provided at at least one position of the overlap portion. More preferably, the members are joined together.
• the bonding here can use an adhesive or ultrasonic heat welding, but is not limited thereto.
• the hoop reinforcing layer 7 is formed by winding a ribbon-shaped member 10 in a spiral manner.
• the hoop reinforcing layer 7 can be continuously molded on the annular rigid support, so that the production efficiency can be improved.
• an example of a procedure for winding the ribbon-shaped member 10 in a spiral manner is as follows. First, the ribbon-shaped member 10 is first wound around the molding drum in the circumferential direction, and a part thereof is ultrasonically welded. Bonding, then winding and pasting so as to form an overlap with the adjacent ribbon-shaped member, and finally making a round in the circumferential direction, joining the end by ultrasonic heat welding etc.
• the width of the overlap portion be 15% or more of the width of the ribbon-shaped member. If the width of the overlap portion is less than 15% of the width of the ribbon-shaped member, the adhesive strength between the ribbon-shaped members is insufficient, and there is a possibility that the ribbon-shaped member may be peeled off.
• the hoop reinforcing layer is not limited to one layer, and may be two or more layers in accordance with required rigidity.
• the hoop reinforcing layer 7 is formed by winding at least two juxtaposed ring-shaped members, in FIG. 8, five juxtaposed ring-shaped members 8 and a ribbon-shaped member 9. It is preferable to form a spirally wound member 11.
• members 11 mainly formed by winding a rib-shaped member 9 in a spiral manner suppress creep deformation during normal running, and mainly suppress the radial growth during normal running by the ring-shaped member 8. This is because the functions can be assigned to the same.
• the ring-shaped member 8 and the member 11 may be made of the same material, or may be made of different materials.
• FIG. 8 shows an example in which the member 11 is provided on the outer periphery of the ring-shaped member 8, but the ring-shaped member 8 may be provided on the outer periphery of the member 11.
• the hoop reinforcing layer 7 is formed around the center plane C in the width direction.
• Width w 50 Preferably it is in the range of ⁇ 95%. If the hoop reinforcing layer 7 is only within a range of less than 50% of the width W of the tube 6 around the center plane C in the width direction, the effect of suppressing the diameter growth of the reinforcing airbag 1 by the hoop reinforcing layer 7 is effective. In the case of more than 95%, the hoop reinforcing layer 7 is also provided on the curved shoulder portion 11 of the tube 6, but since the shoulder portion 11 has a diameter difference.
• the hoop reinforcing layer 7 is disposed in a range of 70 to 90% of the width W of the tube 6 around the center plane C in the width direction.
• the propagation of this crack is not a major problem when the hoop reinforcing layer is thick like a conventional reinforcing airbag because it takes time for the crack to penetrate the hoop reinforcing layer itself and reach the tube.
• the hoop reinforcing layer is made thinner by using a low-tension material, the time required for the crack to reach the tube becomes very short, which may be a power problem.
• the hoop reinforcing layer 7 is formed separately from the tube 6 without bonding the hoop reinforcing layer with rubber like a conventional reinforcing airbag, and is closely attached to the tube 6 by fitting or the like. Then, even if a crack occurs in the hoop reinforcing layer 7, since the hoop reinforcing layer 7 and the tube 6 are separated, the crack does not reach the tube 6, so that the crack in the hoop reinforcing layer 7 Propagation to the tube 6 can be effectively suppressed, and the durability of the reinforced air bag during run flat running can be improved.
• the hoop reinforcing layer 7 may be attached with an adhesive, double-sided tape, etc. If the tube is adhered to the tube 6 with a weak adhesive force, even if a crack occurs in the hoop reinforcement layer 7, it will be propagated to the hoop reinforcement layer before it propagates to the tube 6. Since the tube 7 and the tube 6 are separated from each other, the propagation of cracks in the hoop reinforcing layer 7 to the tube 6 can be effectively suppressed, and the durability of the reinforced air bag during run-flat running can be improved.
• the peel strength is preferably 4 kNZm or less. If it exceeds this, the hoop reinforcing layer 7 and the tube 6 are firmly adhered to each other as in the case of the vulcanization bonding, so that even when a crack occurs in the hoop reinforcing layer 7, they are separated from each other. This is because it is difficult to reliably prevent the cracks generated in the hoop reinforcing layer from propagating to the tube since they are deformed together without any deformation.
• the peel strength is in the range of 0.5 to 2. OkNZm.
• the reinforcing airbag 1 further includes a protective layer 12 wider than the hoop reinforcing layer 7 on the outer periphery of the crown portion of the tube 6, and the protective layer 12 has a high extensibility.
• the tube 6 is made of a material and is formed separately from the tube 6, or is bonded to the tube 6 with a peeling strength of 4 kNZm or less.
• the puncture hole force is such that foreign matter that has entered the tire may pierce or rub against the inner surface of the tire, causing damage to the tube 6. Even if 7 is provided, it is also a force that can prevent foreign matter from sticking into the tube and rubbing against the inner surface of the tire.
• the protective layer 13 is made of a highly extensible material, the protective layer 13 follows the deformation when the internal pressure of the tire decreases, so that the speed of the reinforcing airbag and the forceful expansion deformation are not impaired. In addition, even if a foreign matter is pierced into the protective layer 12, the foreign matter is deformed so as to wrap the foreign matter, so that cracks are less likely to occur! Furthermore, if the protective layer 13 is formed separately from the tube 6 and is closely attached to the tube 6 by fitting or the like, even if a crack occurs in the protective layer 13, the protective layer 13 and the tube 6 are separated.
• the protective layer 13 is made of polyethylene, polypropylene, butyl rubber, fiber reinforced rubber, elastomer, or the like.
• the protective layer may be formed of a plurality of ring-shaped members or ribbon-shaped members rather than formed of a single sheet-shaped member. Is preferred.
• the protective layer 13 is preferably formed of at least two ring-shaped members 14 arranged side by side, and in FIG. According to this, the ring-shaped member 8 can be molded on one or a plurality of arc-shaped segments, so that the molding equipment can be reduced in size.
• the protective layer 13 is preferably formed by winding a ribbon-shaped member 15 in a spiral manner. According to this, the hoop reinforcing layer 7 can be molded on the annular hard support that does not need to be molded on the flexible tube, so that stable work can be performed.
• a method of forming the ring-shaped member or the ribbon-shaped member of the protective layer 12 a method similar to that of forming the hoop reinforcing layer 7 of these members may be used.
• the protective layer 13 preferably surrounds the entire tube 6 over the entire circumference.
• the tube 6 is preferably provided with a reinforcing material 16 having a nonwoven fabric, a short fiber, or an organic fiber cord arranged in one direction in a crown portion thereof.
• a reinforcing material 16 having a nonwoven fabric, a short fiber, or an organic fiber cord arranged in one direction in a crown portion thereof.
• the organic fiber cord also bears the tension, so that the durability of the reinforcing airbag during run flat running is further improved.
• Non-uniform tension may be applied to the hoop reinforcement layer due to variations in the manufacture of the hoop reinforcement layer and the tube, and deviations in attaching the hoop reinforcement layer to the tube. Further, if the hoop reinforcing layer and the tube are separated, the hoop reinforcing layer may move in the width direction during traveling. For this reason, a large tension is locally applied to the hoop reinforcing layer. As a result of the applied force, creep deformation may increase. In addition, in the state where uneven tension is applied, when the internal pressure of the tire is reduced, the reinforcing airbag cannot be uniformly expanded and deformed, but expands to one side.
• the reinforced airbag on the side that has been biased and expanded during runflat running may be damaged at an early stage, and the desired runflat durability may not be obtained.
• the hoop reinforcing layer 7 is prevented from moving in the width direction on the outer peripheral surface of the tube 6.
• means 17 are provided. According to this, even when the hoop reinforcing layer 7 is used for a long period of time, the hoop reinforcing layer 7 is not deviated in the width direction, and the tension is uniformly dispersed. As a result, the durability of the reinforcing airbag 1 can be stably obtained.
• the movement preventing means 17 is sandwiching projections 19a, 19b provided on two circumferential lines respectively passing through the outer circumferential surface positions of the tube in contact with both width edges 18a, 18b of the hoop reinforcing layer 7. Is preferred. This is because, if the movement preventing means 17 is formed as the holding projections 19a and 19b, the attachment of the hoop reinforcing layer 7 to the tube 6 becomes relatively easy. Note that the holding projections 19a and 19b can be easily formed by preparing a mold corresponding to the desired shape thereof and molding the mold with the mold at the time of vulcanization molding of the tube 6.
• the sandwiching projections 19a and 19b are preferably formed in a ridge shape extending in the radial direction of the tube 6, as shown in Fig. 14. Further, from the viewpoint of reliably preventing the hoop reinforcing layer 7 from moving, the pinching projections 19a and 19b have hook-shaped tips whose ends are bent inward in the width direction of the reinforcing airbag 7 as shown in FIG. It is preferable to make Even in the case of V, the height h of the sandwiching projections 19a, 19b is preferably set to 150 to 500% of the thickness of the hoop reinforcing layer 7.
• the movement preventing means 17 is provided on two circumferential lines respectively passing through the outer peripheral surface positions of the tube 6 near both width edges 18a and 18b of the hoop reinforcing layer 7. It is preferable that at least two through projections 20a and 20b are provided and extend in the radial direction of the tube 6 through the hoop reinforcing layer 7. When the hoop reinforcing layer 7 is locked by the through projections 20a and 20b in this manner, the accuracy of the positional relationship between the tube 6 and the hoop reinforcing layer 7 in the width direction is improved, and the force that can prevent the offset of the hoop reinforcing layer 7 is generated. It is. FIG.
• the through projection 20 preferably has an inflated portion 21 having a diameter larger than that of the remaining portion radially outside the tube. This is because the hoop reinforcing layer 7 can be prevented from falling out of the through projection 11 by the inflated portion 21.
• the height h of the through projection 20 up to the expanded portion 21 is 105 to 200% of the thickness of the hoop reinforcing layer 7 and the diameter d of the expanded portion 21. Is the diameter d of the remaining part
• the hoop reinforcing layer 7 for example, a hole, a slit, or a combination thereof is provided in advance in the hoop reinforcing layer 7, and the through projection 20 is fitted to these. At this time, the diameter of the hole should be larger than the diameter d of the remaining portion, which is smaller than the diameter d of the expanded portion 21, so that the fitting can be performed.
• the through projections 20a and 20b can be easily formed by preparing a mold corresponding to the desired shape and molding the mold during vulcanization molding of the tube 6. it can.
• the movement preventing means 17 is provided with holding projections 19 a and 19 b and through projections 20 a and 20 a.
• a combination of 20b can also be used.
• the movement preventing means 17 may be formed as both wall portions 23a and 23b of the concave portion 22 formed in the crown portion of the tube 6 and in which the hoop reinforcing layer 7 can be stored. As described above, when the movement preventing means 17 is formed as the both walls 23a and 23b of the concave portion 22, the movement preventing means 17 can be easily formed by molding with a mold at the time of vulcanization molding of the tube 6. Is preferred.
• Figs. 20 (a) to 20 (c) are exploded views of various crown portions of various reinforcing airbags according to the present invention.
• the movement preventing means 17 may have a continuous shape in the circumferential direction of the reinforcing airbag 1 as shown in FIG. 20 (a), but as shown in FIG. In this case, the left and right movement preventing means 17 may be shifted from each other as shown in FIG. 20 (c).
• the hoop reinforcing layer 7 is composed of a plurality of ring-shaped members 8, as shown in FIG. 21, in addition to the positions corresponding to both ends of the hoop reinforcing layer, each ring-shaped member 8 is further provided. Movement preventing means 17 may be provided at positions corresponding to both ends of the moving object. [0062]
• the hoop reinforcing layer 7 is not limited to one layer, and as shown in FIG. 22, two or more hoop layers 7a and 7b can be provided according to required rigidity.
• the protective layer 13 is not limited to one layer, but may be two or more protective layers 13a and 13b as shown in FIG. Further, the position where the protective layer 13 is provided is not limited to the outer peripheral side of the hoop reinforcing layer 7, but may be between the hoop reinforcing layer 7 and the tube 6, as shown in FIG.
• the reinforcing airbags of Examples 1 to 6 are airbags for safety tires having a tire size of 495Z45R22.5, and the outer circumference of the crown portion of an air-impermeable tube made of butyl rubber having a thickness of 3.5 mm is used. The entire circumference is surrounded by a hoop reinforcing layer, which is formed separately from the tube. The width of the tube is 400mm, the outer diameter is 800mm, and the inner diameter is 575mm. The tension acting on the tube when the internal pressure of 5% of the specified tire pressure and the same internal pressure as the specified air pressure of the tire are applied. Are 28NZmm and 560NZmm respectively. Further, the reinforcing airbags of Examples 1 to 6 have the data shown in Table 1 and the data shown below, respectively.
• the hoop reinforcing layer of the reinforcing airbag of Example 1 is made of polyethylene terephthalate having a thickness of 2 mm, and is constituted by one ring-shaped member having a width of 300 mm.
• the reinforcing airbag hoop reinforcing layer of Example 2 was formed by winding a ribbon-shaped member made of polyethylene terephthalate having a thickness of lmm and a width of 60 mm in the radial direction, and having an overlap portion for one round. Are formed by juxtaposing five ring-shaped members that are heat-welded at three locations at 120 ° intervals.
• the reinforcing airbag hoop reinforcing layer of Examples 3 to 6 is formed by winding a helical spiral while overlapping a ribbon-shaped member made of polyethylene terephthalate having a thickness of lmm and a width of 30mm by half a width.
• the widths are 300 mm (Example 3), 250 mm (Example 4), 200 mm (Example 5), and 150 mm (Example 6), respectively.
• a reinforced airbag for safety tires having a tire size of 495Z45R22.5 is used, and the same tube as in Examples 1 to 13 is used, but the outer circumference of the crown portion is wrapped around the entire circumference.
• Table 1 shows the evaluation results.
• the evaluation results in Table 1 are shown as index ratios when the conventional example is set to 100, and the smaller the value, the lighter the weight.
• Each of the test reinforcing airbags was housed in a tire having a tire size of S495Z45R22.5, and mounted on a rim having a rim size of 17.00 ⁇ 22.5 to form a tire wheel.
• the internal pressure of the tire (space S) containing the reinforcing airbag is 900 kPa (relative pressure)
• the internal pressure of the reinforcing airbag (space S) is 970 kPa (relative pressure)
• the tire load load is 49 kN.
• the reinforcing airbags of Examples 7 to 14 are airbags for safety tires having a tire size of 495Z45R22.5, and the outer periphery of the air-impermeable tubing made of butyl rubber having a thickness of 3.5 mm. Is surrounded by a hoop reinforcement layer over the entire circumference, and this hoop reinforcement layer is bonded to the tube with a peel strength of 4 kNZm.
• the width of the tube is 400mm, the outer diameter is 800mm, and the inner diameter is 575mm.It acts on the tube when the internal pressure of 5% of the specified tire pressure and the same internal pressure as the specified tire pressure are applied.
• the tensions are 28 NZmm and 560 NZmm, respectively.
• the reinforced air cells of Examples 7 to 14 have the data shown in Table 2 and the data shown below, respectively.
• the hoop reinforcing layer of the reinforcing airbag of Example 7 is made of polyethylene terephthalate having a thickness of 2 mm, and is constituted by one ring-shaped member having a width of 300 mm.
• the reinforcing airbag hoop reinforcing layer of Example 8 was formed by winding a ribbon-shaped member made of polyethylene terephthalate having a thickness of lmm and a width of 60 mm in the radial direction, and having an overlap portion for one revolution. Are formed by juxtaposing five ring-shaped members that are heat-welded at three locations at 120 ° intervals.
• the reinforced airbag hoop reinforcing layer of Example 9 is formed by winding a ribbon-shaped member made of polyethylene terephthalate having a thickness of lmm and a width of 30mm so as to overlap by a half width and forming a helical spiral.
• the width is 300mm.
• the reinforcement layer of the reinforcing airbag hoop of Example 10 was formed by winding a ribbon-shaped member made of a composite of polypropylene and talc having a thickness of lmm and a width of 30 mm so as to overlap by a half width so as to form a helix. And that The width is 300mm.
• the reinforced airbags of Examples 11 and 12 had a hoop reinforcing layer made of a single ring-shaped member having a width of 300mm and made of polyethylene terephthalate having a thickness of 2mm.
• a protective layer composed of one ring-shaped member made of rubber with a thickness of 3 mm and having a width of 320 mm is formed separately from the tube (Example 11), and the tube and the 2 kNZm Bonding was performed with the peel strength (Example 12).
• the reinforced airbag of Example 13 had a hoop reinforcing layer formed by winding a helical spiral while overlapping a ribbon-like member made of polyethylene terephthalate having a thickness of lmm and a width of 30 mm by half a width.
• the width of the tube is 300 mm, and a protective layer made of rubber with a thickness of 3 mm is provided on the outer circumference of the hoop reinforcing layer so as to surround the entire tube, and this and the tube are connected by 2 kNZm. Bonded with peel strength.
• the reinforcing airbag of Example 14 is provided with a reinforcing material made of non-woven fabric in the crown portion of the tube, and the hoop reinforcing layer is made of polyethylene terephthalate having a thickness of 2 mm and has a width of 300 mm.
• Each hoop reinforcing layer has a lump-shaped ribbon made of polypropylene with a thickness of lmm and a width of 60mm on the outer periphery of the hoop reinforcing layer.
• a protective layer composed of six ring-shaped members juxtaposed by heat welding at three places at 120 ° intervals is joined to the tube with a peel strength of 4 kNZm.
• Table 2 shows the evaluation results.
• the evaluation results in Table 1 are shown as index ratios when the conventional example is set to 100, and the smaller the value, the lighter the weight.
• Each of the test reinforcing airbags was housed in a tire having a tire size of S495Z45R22.5, and mounted on a rim having a rim size of 17.00 ⁇ 22.5 to form a tire wheel.
• the internal pressure of the tire (space S) containing the reinforcing airbag is 900 kPa (relative pressure)
• the internal pressure of the reinforcing airbag (space S) is 970 kPa (relative pressure)
• the tire load load is 49 kN.
• Each of the test reinforcing airbags was housed in a tire having a tire size of S495Z45R22.5, and mounted on a rim having a rim size of 17.00 ⁇ 22.5 to form a tire wheel.
• run-flat running conditions were set by removing the valve core of the tire containing the reinforcing airbag and setting the internal pressure of the space S to OkPa (relative pressure) and the internal pressure of the reinforcing airbag (space S) to 400 kPa (relative pressure).
• Table 2 shows the evaluation results.
• the evaluation results in Table 2 are shown as index ratios when the conventional example is set to 100, and the larger the value, the better the durability during run-flat running.
• the reinforcing airbags of Examples 15 to 20 are airbags for safety tires having a tire size of 495 / 45R22.5, and have a thickness of 3.5 mm.
• the outer periphery of the round part is surrounded by a hoop reinforcing layer all around.
• the tube width is 400mm, outer diameter is 800mm, and inner diameter is 575mm.
• the reinforcing airbags of Examples 15 to 20 have the data shown in Table 3 and the data shown below, respectively.
• the reinforcing airbag of Example 15 is made of polyethylene terephthalate having a hoop reinforcing layer strength of 1.3 mm and a single ring-shaped member having a width of 300 mm. Adhered in the joined state.
• the height is 2 mm on the two circumferential lines passing through the outer peripheral surface positions of the tubes that are in contact with both width edges of the hoop reinforcing layer, and the circumferential direction is as shown in Fig. 20 (a). It is provided with a pair of ridge-shaped holding projections having a continuous shape.
• the reinforcing airbag of Example 16 was formed by spirally winding a hoop reinforcing layer while overlapping a ribbon-like member made of polyethylene terephthalate having a thickness of 0.3 mm and a width of 40 mm by 20 mm.
• the overlap section is constructed by bonding with an acrylic adhesive tape with a width of 20 mm and a thickness of 0.12 mm.
• the height is 2 mm on the two circumferential lines that pass through the outer peripheral surface of the tube in contact with both width edges of the hoop reinforcement layer, and the tip is located inside the width direction of the reinforcing airbag. It is provided with a hook-shaped pinching projection that extends by bending by 5 mm.
• the reinforcing airbag of Example 17 was formed by winding a hoop reinforcing layer while spirally winding a ribbon-like member made of polyethylene terephthalate having a thickness of 0.3mm and a width of 40mm so as to overlap 20mm. After bonding the overlap with acrylic adhesive tape with a width of 20 mm and a thickness of 0.12 mm, a hole with a diameter of 6 mm is made at the position corresponding to the through projection.
• penetrating projections that extend through the hoop reinforcing layer in the radial direction of the tube are provided on two circumferential lines that respectively pass through the outer peripheral surface of the tube of 20 mm from both width edges of the hoop reinforcing layer.
• the diameter of the bulging part is 7 mm
• the diameter of the remaining part is 5 mm
• the height to the bulging part is lmm.Eight of these penetrating protrusions are equally spaced on one circumferential line. It is provided.
• the reinforced airbag of Example 18 has the same hook-shaped pinching protrusions as in Example 16 and the same through projections as in Example 17, and has the same hoop reinforcing layer as in Example 17.
• the reinforcing airbag of Example 19 has the same ridge-shaped pinching protrusion as that of Example 15, uses the same hoop reinforcing layer as that of Example 16, and has a thickness of 1.5 mm on the entire outer peripheral surface. , Width: 300mm Surrounded by rubber reinforcement band.
• the reinforced airbag of Example 20 has the same hoop reinforcing layer as Example 15, but does not have the movement preventing means. Instead, the tube and the hoop reinforcing layer have a thickness of 0.12 mm. Of acrylic adhesive tape.
• Each of the test reinforcing airbags was housed in a tire having a tire size force of 95Z45R22.5, and mounted on a rim having a rim size of 17.00 X 22.5 to form a tire wheel.
• the tire wheels were mounted on a test vehicle, and the internal pressure of the tire (space S) containing the reinforcing airbag was set to 900 kPa (relative pressure), and the internal pressure of the reinforcing airbag (space S) was set to 970 kPa (relative pressure).
• Tire load 49kN
• the tire wheels using the reinforcing airbags of Examples 15 to 19 showed no change in the force of the tires.
• the shape of the side wall part was asymmetrical on the left and right. Therefore, when a CT scan was performed on the tire wheel using the reinforced airbag of Example 20, the reinforced airbag was in a partially bulged state, and only one side was in contact with the inner surface of the tire. Helped. Furthermore, when the tire wheels were disassembled and the reinforced airbag was taken out and observed, the reinforced airbags of Examples 15 to 19 showed no hoop reinforcement layer movement and no tube damage.
• the hoop reinforcing layer moved about 30 mm in the width direction, and a part of the tube was worn due to contact with the inner surface of the tire. Therefore, it can be seen that the reinforced air cells of Examples 15 to 19 are more durable than the reinforced air cells of Example 20.
• the present invention by optimizing the hoop reinforcing layer, it is lightweight and effectively suppresses the diameter growth even when used for a long period of time during normal running. It has become possible to obtain a reinforced airbag for safety tires with excellent durability by suppressing the occurrence of cracks in the tube.

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• 2005
  • 2005-06-01 DE DE602005023441T patent/DE602005023441D1/de active Active
  • 2005-06-01 JP JP2006514117A patent/JP4604026B2/ja not_active Expired - Fee Related
  • 2005-06-01 EP EP05745820A patent/EP1752315B1/de not_active Not-in-force
  • 2005-06-01 WO PCT/JP2005/010070 patent/WO2005118316A1/ja active Application Filing
  • 2005-06-01 US US11/628,332 patent/US7770620B2/en active Active

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